Launched in 2013, the Nissan X-Trail will gain a new generation later this year — a trail of images recently revealed the final forms of the successor, even though he was identified as Rogue, in other words, its North American version.
This test turns out to be a kind of farewell to the current generation that, despite having seven years of life, received important updates as recently as last year, such as new gasoline and diesel engines. It thus complies with the latest emission regulations, as well as contributing to the reduction of CO2 emissions necessary for Nissan to achieve the ambitious targets imposed by the EU.
It is precisely the new gasoline engine that we are testing. it is about the 1.3 DIG-T with 160 hp , a new powertrain, jointly developed by the Renault-Nissan-Mitsubishi Alliance and Daimler, which can already be found in many models.
Just a 1.3 for a big SUV like the X-Trail?
Signs of the times. Even in SUVs of somewhat larger dimensions like the X-Trail, gasoline engines gain ground to Diesel engines. It may not be the ideal engine for an X-Trail, especially if we want to explore its full potential as an SUV, but as an access engine that it is, it didn't prove inadequate.
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The configuration of the tested X-Trail helps for this: only five seats (also available with seven seats) and front wheel drive (the only option for this engine). Despite the generous exterior dimensions, these are not reflected in an excessive weight, accumulating less than 1500 kg on the scale, a value that is somewhat modest for the class in which it belongs.
Admittedly, I didn't have the opportunity to test it at full capacity, but the 1.3 DIG-T's 270 Nm of maximum torque is available in a wide rev range — between 1800 rpm and 3250 rpm — allowing for fast and relaxed paces at the same time.
The "weakest link"
The 1.3 DIG-T is exclusively associated with a seven-speed dual-clutch transmission and it does everything to keep the engine in that ideal rpm range. However, it is the “weakest link” in the engine-box binomial.
It is noticed, at times, some indecision on the part of it and it is verified that its action is not the fastest, even when in Sport or manual mode. In the latter mode, the only way to change relationships is through the selector—there are no tabs—and maybe it's just me, but I still think the stick action should be reversed. In other words, to advance a relationship the knob should be pulled back, and to reduce it we should push the knob forward — what do you think?
On the other hand, I'm a fan of 1.3 DIG-T. Whichever model it is, its character is always effervescent. It might not be the most musical engine, but it's responsive, has little inertia — barely noticeable lag — it's linear, and unlike many turbo engines, it even likes to visit the last third of the tachometer. It becomes too audible when accelerating harder, but at moderate, steady speeds it's no more than a distant murmur.
Gasoline SUV? must spend a lot
Taking into account other similar proposals that have already passed through Razão Automóvel's garage, gasoline SUVs don't usually leave good memories. However, it is with some relief that I mention that the Nissan X-Trail 1.3 DIG-T turned out to be a pleasant surprise.
The registered consumptions were, in general, moderate. Yes, in cities and with more intense traffic they seem somewhat elevated, a little above eight liters, but on the open road the conversation is different. At speeds around 90-95 km/h — on mostly flat terrain — I even registered consumption below 5.5 l/100 km. At highway speeds between 120-130 km/h they stabilized at around 7.5 l/100 km.
A diesel engine would do less, it's a fact, but taking into account the X-Trail's volume and even comparing it to other gasoline SUVs — some of them even more compact — the consumptions are quite restrained.
Already accuses age
If the engine is a new unit, without any fears of any other competing proposal, the truth is that the Nissan X-Trail itself already bears the weight of age in some aspects — seven years on the market is a very fast pace of evolution. technology that we have today. So it's precisely inside, especially in more technological items, that age makes itself felt. The infotainment system is one of those cases: the graphics and also the usability definitely need a deep overhaul.
If the interior has never enchanted since it was launched, it wouldn't be now. This is where the age of X-Trail is most noticeable, especially in items such as the infotainment system.
The interior itself also reveals some eye strain and the truth is that it has never truly enchanted — the “runaway” images of the new generation show a strong evolution in this direction. It is also expected that the new generation will present greater rigor in assembly. On degraded floors, the “complaints” coming from various areas were very evident, especially those caused by the presence of the panoramic roof (a common source of parasitic noise in many models on the market).
The tested X-Trail was the N-Connecta intermediate version, which already provides us with a good endowment of equipment, but it is necessary to climb one more step, to Tekna, to have access to items such as the ProPilot, which allows semi-autonomous driving . The N-Connecta already brings, however, a 360º camera and automatic maximums. A note for the rear camera that turned out to be a pretty decent quality.
In the back we have quite generous quotas. Furthermore, the seats are slider and the back has various degrees of inclination. Even the passenger in the middle has space q.b.
Entertains more than expected...
At the controls of the Nissan X-Trail, we really have the perception of driving “up there”. We are well seated and the steering wheel has a good grip, and we are provided with very comfortable seats (towards firm), but without much support. There is not much side support and the seat length could be a little longer.
Something that becomes evident when we explore the SUV's dynamic capabilities and even seems to justify why the center console is covered in skin — several times I propped my right leg on it to keep myself in place.
The glazed area on the Nissan X-Trail is generous, but the placement of the A-pillars and mirrors end up obstructing the view more than they should on some bends or at junctions and roundabouts. Interestingly, and somewhat counter-current, rear visibility is good.
For the road… Already underway, the X-Trail proves to be quite easy to drive, where the direction is precise and it even turns out to be a good communication tool, even in livelier movements, giving a lot of confidence in the initial stage of the approach. to curves.
As a family SUV, the tare is definitely more comfort-oriented, but the X-Trail did not fail to surprise. From whatever point of view, it is more proficient in all dynamic aspects than its little brother Qashqai, for example. It is more precise, the bodywork movements are more controlled and even subjectively, it gives more “enjoyment” to walking fast.
A somewhat unexpected result because both share the same CMF base, but there is an important difference that can contribute to this result. Unlike the Qashqai, on the Nissan X-Trail the rear suspension is independent. Also the suspension calibration seems to be simply better. However, it shares a characteristic with Qashqai: the apparent ease with which the drive shaft (front) loses motricity, being the only “stain” in its dynamic repertoire.
Very positive note for the brakes, biting and progressive, and for the action of your pedal, unlike the accelerator pedal which could have a little more sensitivity — slight changes in pressure are not reflected in the behavior of the engine.
The Nissan X-Trail is a better and bigger Qashqai
The perception I'm left with after several days with the Nissan X-Trail is that it's effectively a bigger and better Qashqai — the king of crossovers is also a veteran and a new generation is expected to hit the market next year.
Yes, its positioning is superior to that of the Qashqai, but even taking into account the prices charged for equivalent versions (engine, transmission, equipment level), they are not very far from each other — just over 1000 euros. A perfectly justifiable amount for taking the leap to what is the better proposition between the two — more robust, more spacious (but also takes up more space) and even more competent from a dynamic point of view.
When we compare it with other rival proposals, then yes, its age becomes more evident, above all and again in terms of its interior and info-entertainment. A SEAT Tarraco, equipped with the 1.5 TSI of 150 hp, on balance is a superior proposition, but on the other hand, it is also more expensive — around 4000-5000 euros.
Thanks to the ongoing campaigns that Nissan has, it is possible to increase the competitiveness of the X-Trail, this unit being able to get just over 30 thousand euros. It's the final argument to definitely put you on the list of options to consider if you're looking for a familiar SUV-shaped vehicle.
Note: As our reader Marco Bettencourt correctly mentioned, it was necessary to mention the X-Trail class in our tolls. With Via Verde, this Nissan X-Trail 1.3 DIG-T is Class 1 , an excessively determining factor to guarantee the success/failure of some models in Portugal — thank you Marco… ?